IRC: 86-1983

GEOMETRIC DESIGN STANDARDS FOR URBAN ROADS IN PLAINS

THE INDIAN ROADS CONGRESS

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IRC

86-~983

GEOMETRIC DESIGN STANDARDS

FOR

URBAN ROADS IN PLAINS

Published by TUE JNI)IAN ROAI)S (ONCRFSS ~Jarnnagar Uouse, Shahjahan Road, New Deihi-Ilfifihl I 99 ~ Price Rs. 48
(Plus packing & postage)

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IRC:861983

First published: Augut 1983 Reprinted : March, 1991 Reprinted: September, 1998

(Rights ofPublication and ofTranslatlcvs are Rese,wd)

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Printed at Sager Printers & Publishers, New Delhi (54X~ coits)

1RC 86-1983

CONTENTS

Page
I.

Introduction Scope C1as~iflcatio.i f Urban Roads o Design Speed Space Standards Cross-Sectional Ekments Kerb Camber Sight Distance Honzontal Alignment Vertical Alignment Clearances 2 2 4 5 5

2. 3. 4, 5. 6.
7.

IL
it 13 14 23 28

8. 9. 10. II. 12.

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IR.C 86.1983

LIST OF TABLES 1. Design Speeds 2. Recommended Land Widths for Roads in Urban Areas 3. Passenger Car Equivalency Factors 4. Tentative Capacities of Urban Roads between Intersections 5. Recommended Carriageway Widths 6. Capacity of Footpaths 7. Capacity of Cycle Tracks 8. Safe Stopping Sight Distance for Various Speeds 9, Radii beyond which Superelevation is not Required 10. Minimum Radii of Horizontal Curves 11. Minimum Transition Lengths 12. Extra Width of Pavement at Horizontal Curves 13. Recommended Minimum Gradients 14. Minimum Length of Vertical Curves LIST OF FIGURES 1. 2. 3. Typical Kerb Sections Superelevation for Various Design Speeds Minimum Set-back Distance Required at Horizontal Curves on Two Lane Urban Roads for Safe Stopping Sight Distance Elements of a Combined Circular and Transition Curve Length of Summit Curve for Stopping Sight Distance Length of Valley Curve LIST OF PLATES Typical Cross-sections of Urban Roads Schematic Diagrams Showing Different Methods of Attaining Superelevation 12 15 19
..

Page 4 5
..

..

7 7 8 9 13 16 17 20 22 23 24

4. 5. 6.

21 25 27

. .

1. 2.

...

31 33

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IRC : 86-1983 MEMBERS OF THE SPECIFICATIONS AND STANDARDS COMMITTEE 1. K.K. Sarin
(Convener) 2. N. Sivaguru (%Ienther~SecretQr)) 3. V.K. Arora 4. R.T. Atre

5. M.K. Chatterjee
6. D.C. Chaturvedi 7. B.M. Das

8. Dr. M.P. Dhir 9. T.A.E. Dsa 10. V.P. Gangal 11. Y.C.Gokhale
12. IC. Gupta

13. 14. 15. 16.

DP. Jam M B. Jayawant D.C. Jha N.H. Keshwani

17, Dr. S.K. Khanna 18, SR. Kulkarni 19. P.K. Lauria 20

KS. Logavinayagam

2!. Mahabir Prasad 22. H.C. Malhotra

23. J.M. Maihotra 24. MR. Malya 25. P.N, Misra 26. 1K. Modi 27. 0. Muthachen
28. P.K. Nagarkar

29. K.K. Nambiar

Director General (Road Development) and Addl. Secretary to the Govt. of India, Ministry of Shipping & Tra nsport Chief Engineer (Roads), Ministry of Shipping & Transport Chief Engineer (Roads), Ministry of Shipping & Transport Secretary to the Govt. of Maharashtra (II) PW & H Deptt. Chief Engineer (Retd.) E.C. 164, Salt Lake, Calcutta Managing Director (Retd.) A-709 (H.I.G.), Indira Nagar, Lucknow Chief Engineer. National Highways and Projects, Orissa Deputy Director, Central Road Research Institute Chief Engineer, The Concrete Association of India, Bombay Superintending Engineer, New Delhi Municipal Committee Head, Flexible Pavements Division, Central Road Research Institute Engineer-in-Chief (Retd.) Haryana P.W.D. B & R Chief Engineer (Retd.), 0-2l. Ashok Marg, Jaipur Neelkanth, 24, Carter Road, Bandra, Bombay Superintending Engineer (Design), C.D.O. Patna Chief Engineer (Retd.). 797 DIII, Mandir Marg, New Delhi Prof. of Civil Engineering & Dean Development & Planning, University of Roorkee Bitumen Manager, Indian Oil Corporation Ltd. Bombay Chief Engineer-cum-Housing Commissioner, Rajasthan State Housing Board Chief Engineer (Retd.), 181-B, 54th Street, Ashok Nagar Madras Chief Engineer (Retd.), 10/10 Sarojini Naidu Marg, Lucknow Chairman & Managing Director, Engineering Projects (India) Ltd. New Delhi Secretary to the Govt. of Rajasthan P.W.D, 3, Panorama, 30, Pali Hill Road, Bombay Member, UP. Public Service Commission Secretary, to the Govt. of Gujarat B & C Deptt. Engineer-in-Chief (Retd.), C.P,W.D., Poomkavil, Somangalani, Punalur P.O. Kerala Chief Engineer & Director, Maharashtra Engineering Research Institute Chief Engineer (Retd.) Tamil Nadu, Ramanalaya, ii, First Crescent Park Road, Gandhinagar, Adyar, Madras

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IRC 86-1983
30. T,K, Natarajan 31. AC. Padhi 32. Satish Prasad 33. YR. Phull 34, Maj. Gen. J.M. Rai 35, Brig. LV, Ramakrishna 36, 0. Raman 37. 38, 39. 40. Rajinder Singh A.R. Rao T.S. Reddy Prof. N. Ranganathan

Deputy Director and Head, Soil Mechanics Division,

Central Road Research Institute Chairman, Orissa Public Service Commission Manager, Indian Oil, AI-103, Safdarjung Enclave, New

Delhi Head, Rigid Pavements Division, Central Road

Research Institute Director General Border Roads Director of Utilities, E in-Cs Branch, Army Headuarters Director (Civil Engincering), Indian Standards Institution, New Delhi Chief Engineer, Jammu PW.D., B & R Chairman, Bhubaneswar Regional Improvement Trust Project Co-ordinator, Central Road Research Institute

41, Dr. 0.S. Sagha! 42. C.D. Thatte 43. N. Sen 44. R.P. Sikka 45. 1 Shivalingaiah 46. J,S. Sodhi 47. t)r. N.S. Srinivasan

Head, Traffic and Transportation Planning, School of Planning & Architecture Principal, Punjab Engineering College, Chandigarh Director, Gujarat Enginee-ing Research Institute Chief Engineer (Retd.) 12-A, Chittaranjan Park, New

Delhi Chief Engineer (Roads), Ministry of Shipping & Transport Chairman-cum-Managing Director, Karnataka State Construction Corporation Director, Quality Control, Punjab P.W.D. Chandigarh Executive Director, National Transportation Planning

& Research Centre, Trivandrum

48. G.M. Shonthu Chief Engineer, Kashmir, P.W.D. B & R 49. Prof. C.G. Swaminathan Director, Central Road Research Institute 50. B.T. Unwalla Chief Engineer (Retd.) 15/9, Rustom Baug, Sant Savta SI. M,G,Uppat 52. MC, Vakil 53. The Director

Marg, Byculla. Bombay-400 027 Engineer-in.Chiaf, Haryana P.W.D. B & R Highways Research Station, Madras

Superinteading Engineer, H.P. P.W.D.

(S.A. Latheef)

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IRC 86-1983

GEOMETRIC DESIGN STANDARDS FOR URBAN ROADS IN PLAINS

1. INTRODUCTION

Geometric design deals with the visible elements of a Adoption of proper geometric standards facilitates safe and economical operation of vehicles. Geometric design is influenced by a number of factors among which nature of terrain, type, composition and volume of traffic, operating speed, land-use~ characteristics and aesthetics are important.

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highway.

1.2. A draft for this document was initially prepared by the IRC Secretariat. This was considered by the Traffic Engineering Committee (personnel given below) in their meeting held on the 4th and 5th October, 1978 which approved the same subject to certain modifications to be carried out by Dr. N.S. Srinivasan and K. Arunachalam, The draft so modified was approved by the Specifications and Standards Committee in their meeting held on the 24th May, 1983, and later by the Executive Committee and Council in their meetings held on the 21st July, 1983 and 21st August, 1983 respectively. H.C. Malhotra Conrenor
...

Dr. N.S. Srinivasan Prof. G.M. Andavan Arjun Singh Dr. MG. Arora AK. Bandopadhyaya P.S. Bawa AK. Bhattacharya M.K. Chatterjee P. Das IC. God T. Ghosh D.P. Gupta

...

Jtfernbey-Secretarv

MEMBERS

S. Ramanatha Pillai Dr. S. Ragavachari Prof. M,S.V. Rao K.C. Reddy Dr. 0.S. Sahgal H.C. Sethi R.P. SIkka J.S. Sodhi p.V. Somashekhar R. Thillainayagam

N. Ranganathan

IC. Gupta R.S. Jindal

C.E., Kerala

Dr. C.E.G. Justo

L.R. Kadiyali

K. Krishnamurthy KS. Logavinayagam B.C. Mitra I.K. Modi 0. Nandagopal SM. Parulkar P. Patnaik Dr. KS. Pillai

(PP. Thomas) K. Yegnanarayana P R. Wagh Director, Transport Research Ministry of Shipping & Traasport (Dr. (Mrs.) 1K. Barthakar) Member-Secretary, Transport & Communications Board, B.M R.D.A. Superintend ing Engineer, Traffic Engineering Management Cell, Madras A Rep. of C.R.R.I.

Director General (Road Development) & Addi. Secretary to the Govt. of IndiaEx-officlo

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IRC: 86- 1983 2. SCOPE 2.1. These standards are applicable to urban roads in plains. These are also applicable to roads in suburban areas. These
however do not cover standards for urban expressways.

2.2. All the main elements of geometric design for urban roads are included in the text. Layout of junctions are not covered as standards for the same are proposed to be brought out separately.
3. CLASSIFICATION OF URBAN ROADS

3.1. For the purpose of geometric design, urban roads other than expressways are classified into four main categories. These

are:
(i) Arterial (ii) Sub-arterial (iii) Collector Street

(iv) Local Street This publication deals with standards for all categories of roads except Expressways for which separate standard is proposed to be evolved. 3.2. Definitions Arterial : A general term denoting a street primarily

(I)

for through traffic, usually on a continuous route. (ii) Sub-arterial : A general term denoting a street primarily for through traffic usually on a continuous route but

offering somewhat lower level of traffic mobility than the arterial.

(iii) Collector Street

A street for collecting and distributing traffic from and to local streets pnd also for providing

access to arterial streets. (iv) Local Street : A street primarily for access to rasidence, business or other abutting property. 3.3. Functions
Functions of different categories of urban roads are give below: (i) Arterials : This system of streets, alongwith expresswa where they exist, serves as the principal netv~ork f 2

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IRC 86-1983 Significant intra-urban travel such as between central business district and outlying residential areas or between major suburban centres takes place on this system. Arterials should be coordinated with existing and proposed expressway systems to provide for distribution and collection of through traffic to and from sub-arterial and collector street systems. Continuity is essential for arterials to ensure efficient movement of through traffic. A properly developed and designated arterial street system would help to identify residential neighbourhoods, industrial sites and commercial areas. These streets may generally be spaced at less than 1.5 km in highly developed central business areas and at 8 km or more in sparsely developed urban fringes. The arterials are generally divided highways with full or partial access. Parking, loading and unloading activities are usually restricted and regulated. Pedestrians are allowed to cross only at intersections, through traffic flows.

(ii) Subarterials : These are functionally similar to arterials

but with somewhat lower level of travel mobility. Their spacing may vary from about 0.5 km in the central business district to 35 km in the sub-urban fringes.

(iii) Collector Streets : The function of collector streets is to

collect traffic from local streets and teed it to the arterial and sub-arterial streets or vice-ve,sa.
These may be located in residential neighbourhoods,

business areas and industrial areas, Normally, full access is allowed on these streets lrom abutting properties, There are few parking testrictions except during the peak hours. (iv) Local Streets : These are intended primarily to provide access to abutting property and normally do not carry laige volumes of traffic, Majority of trips in urban areas either originate from or terminate on tnese streets. Local streets may be residential, commercial or industrial, depending on the predominant use of the adjoining land. They allow unrestricted parking arid pedestrain movemen t S. 3.4. General Considerations

3,4.!. The principal factors to be considered in designating roads intu appropriate system are the travel desire lines of people 3

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IRC 86-1983
by various modes of transportation, the access needs of adjacent

land, network pattern, and existing and proposed land-use. 3,4.2. In designing a road in urban areas, besides the classification of the road, other factors like type of traffic, effect on environment, drainage and maintenance must also be given prime consideratin. For example, mixed slow moving traffic requires careful consideration of grades, climbing lanes, curvature etc. Consideration should also be given to see that the road and its structures blend with the environment and produce a pleasing appearance. Noise and fume pollution is a problem in urban areas and the cross-section should provide for remedial measures such as noise barriers, and adequate distance should be kept between busy routes and populated areas, Since idling engines and slow motor vehicles have higher deleterious emissions, arterials should be designed for least stoppages. Design should also take care of drainage, erosion control, space for services and for erecting signs, lighting posts, etc.
4. DESIGN SPEED

4,1, Design speed is related to the function of a road. Keeping in view the type of functions expected of each class of the urban road system, the design speeds given in Table I are recommended for adoption.
TABLE 1. DEsIGN SPEEDs
Classification

Design Speed (km/hr) 80 60

50

Arterial Sub-arterial Collector street Local street

30

4.2. A lower or higher value compared to that designated in Table I may be adopted depending on the presence of physical controls, roadside development and other related factors. 4.3. A lower design speed may be adopted in the central business area or areas with extremely heavy roadside development. On the other hand, in suburban areas, a higher value may be more appropriate.
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IRC : 86-1983
4.4, For divided highways, running speeds of vehicles are in general higher and, therefore, in such cases a higher value may be adopted.

It should however be kept in view that sudden change should be avoided. Change, where necessary, should be made in stages in steps of 10 km/h at a time.
in design speed along any road
5.

4.5.

SPACE STANDARDS

5.1. The space standards recommended for the various categories of urban roads are given in Table 2.
TABLE

2.

RECOMMENDED

LAND

WiDTHS FOR ROADS IN UUBAN AREAS

Classification Arterial Sub-arterial Collector Street Local street

Note

Recommended land width in metres

5060 3040 2030 1020

The term space standard is often referred to as right-of-way.

6. CROSS-SECTIONAl ELEMENFS 6.1. The width and layout of urban road cross-sections depend on many factors, the chief amongst them being the classification of road, design speed, and the volume of t?affic expected. Other considerations are requirements of parking lan,es, bus-bays, loading-unloading bays, occurrence of access points, volume of pedestrians and cyclists, width of drains, location of sewer lines, electricity cables and other public utility services. Plate 1 shows some typical cross-sections. Actutl width of each element should be based on traffic volumes and other functional requirements explained in paras 6.2.1 through 6.2.11. 6.2. Road Width and Design Traffic Volumes

6.2,1. The road width should be designed to accommodate the design traffic volume. Past traffic cpunts and consideration of future development of urban areas niust be kept in view while 5

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IRC 86-1983 selecting the cross-section of road. Estimation of future traffic volumes may be based on a simple projection of current volumes extrapolated from past trends, or on the basis of results of transportation study which allows for change in land-use and accounts for socio-economic factors. The road should be designed to accommodate the traffic volumes computed for the end of design life. A design period of 15-20 years should he adopted for arterials and sub-arterials and 10-15 years for local and collector streets. A higher design period should be taken for small to~nsand a lower design period for large cities. For high volume streets and busy intersections, peak hour volumes should be used to determine the widths. For rough estimate, the peak hour flows may be taken as 10-12 per cent of the daily flow. 6.2.2. Traffic in urban areas in the country is of mixed nature. The width requirement should be assessed on the basis of equivalent passenger car units (PCU) using the tentative equivalency factors shown in Table 3.
TABLE

3.

PAssENGER CAR EQUIVALENCY

FAcToRs Equivalency Factor

1.0 3.0 0.5 1.5 4.0

S. No. 1, 2. 3.

Vehicle Type Passenger car, tempo, auto-rickshaw, Jeep, van or agricultural tractor Truck, bus or agricultural tractor-trailer

Motor-cycle, scooter and cycle

Cycle-rickshaw Horse-drawn vehicle

4.
5.

6.
7.

Bullock-cart Hand-cart

8.0* 6.0

~Forsmaller bullock-cart, a value of 6 will be~ippropriate. As the influence of different types of vehicle on the capacity of through urban roads at different situations such as through sections, roundabouts and intersections is different, the equivalency factors for different situations are different. The equivalency factors given above are applicable only to through sections of urban roads between junctions. 6.2.3. The design of main traffic routes in built-up areas should be based on peak hour demands and not as in rural areas on the average daily traffic. On two-way undivided carriageway, the capacity is relatively independent of distribution by direction, and design is based on two-way total flows. On dual or divided 6

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IRC 86-1983
carriageway, capacity is dependent on distribution by direction and design should therefore be based on peak hour flow in the busier

direction of travel.

Tentative practical capacities for both uni-

direction and two-direction flows of urban roads between junctions are given in Table 4. TABLE 4.
TIo~TATi~CAPACITIES OF URBAN RoADs BETWEEN IN-rERsEcTloNs k~

No, of traffic

Traffic
flow

Capacity in PCU5 per hour for various traffic

lanes and
widths

conditions

RoaC with

Roads with
frontage access but no stand-

Roads with
free frontage access, parked

no frontage access, no standing vehicles, very little cross traffic 2-lane (7-7Sm) 3-lane (lOSm) 4-lane (14 fl) 6-lane (21 m) One way Two way
One way

ing vehicle and high capacity intersections lf~0 12 ~)

250

vehicles and

heavy cross traffic 1200 750

2000

2400 1500 3600 4800 4000 3600 6000

One way
Two way

Oct way Two way

300 250k 250k 4200

2400
2000 2200 3600

For three lanes in predominant direC ~n o flow.

6.2,4.

Carriageway width: RecommenJedc arriageway widths

are shown in Ta~

5.
REcoMMENDED CARRIAGEwAY WIDTHS

TABLE 5.

Description Singic lane without kerbs 2-lane without kcrbs

Width (metres) 350 7.00

7.50

2-lane with kerhs 3-lane with or withoni kerbs 4-lane with or without kerbs 6-lane with or without kerbs
Notes 1.
2.

10.5/11.0 14.0

21.0

permissible~

For access roads to residential areas, a lower lane width of 3m is

Minimum width of a kerbed urban road is 5,5 m including allowance

for a stalled vehicle. 7

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1RC 86-19S3
6.2.5, Footpath (Sidewalk) : The minimum width of footpath should be 1.5 metres, They should have well maintained surface with crossfall neither SO flat as to be difficult to drain nor so steep as to be dangerous to walk upon. The crossfall within the range of 2.5 to 3 per cent should meet this requirement. Those parts of the footpath immediately adjoining buildings, fences, trees and other obstructions, which will not be available for free movement of pedestrians should be disregarded while calculating widths

required. paths.

Table 6 gives the capacity guidelines for ~designof foot-

TABLE

6.

CAPAcITY Of

F00TPATI

Number of person per hour

~ . . .

All in one direction 1200 2400 3600 4800

6000

In both directions
800 1600 2400 3200 4000

Required width of footpath (metre)

L5 2.0
2.5

3.0

4.0

The width should be increased by 1 metre in business and shopping areas to allow for dead width. Footpaths adjoining shopping frontages should be atleast 3.5 m and a minimum of 4.5 m is desirable adjoining longer shopping frontages. At points of possible congestion such as bus stop or entrance of large shops and public buildings, footpaths may be wider. Where space is available, provision of verge between footpath and carriageway to increase safety of pedestrians is desirable. When deciding the width of footpaths and verges, the width required to accommodate underground services clear of carriageway should also be taken into
account. When on slopes or in the case of ramps, the capacity should be suitably reduced.

6.2.~. Cycle Track : The minimum width of cycle track should be 2 metres. Each additional lane where required should be 1 m. Separate cycle tracks should be provided when the peak hour cycle traffic is 400 or more on routes with a motor vehicle traffic of 100-200 vehicles per hour. When the number of motor 8

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lR(.. 86-1983 vehicle using the route is more than 200 per hour, separate cycle tracks are justified even if cycle traffic is only 100 per hour. As a general rule., the capacity of cycle tracks may be taken as given in Table 7.
TABLE 7. CAPAcITY

or CYcLE TRACKS Capacity in numb er of cycleslhour

Width of cycle track

One-way traffic
250 to 600 over 600

Two-way traffic 50 to 250 250 to 600

Two lanes

Three lanes
Four lanes

(3 ni) (4 m)
(5 m)

over 600

6.2.7, Medians : Urban highways of six lanes or more should, as a general rule, be provided with median. For four-lane roads, however, the provision of median should be judicious taking into account such considerations as safety, directional distribution of traffic, the proportion of slow-moving traffic, roadside development and quality of service, etc. As far as possible, medians should be avoided where there are significant tidal flows of traffic, or where the individual carriageways are inadequate for catering to peak-hour traffic volumes, or where there is intense roadside developments without frontage roads. Width of median is dictated by a variety of conditions. Widths will depend on the available right-of-way, terrain, turn lanes, drainage and other determinants. Wide medians are preferred where space and cast considerations permit. Minimum widths of median at intersections to accomplish various purposes should be as follows : (i) Pedestrian refuge, 1.2 m; (ii) Median lane for protection of vehicle making right turn, 4,0 m but 7.5 m is recommended; (iii) 9 to 12 metre is required to protect vehicles crossing at grade. h yen greater widths are required for U-turns. Absolute minimum width of median in urban areas is 1.2 m; a desirable minimum is 5 m. As far as possible, the median should be of uniform width in a particular section. However, where changes are unavoidable, a transition of I in 15 to I in 20 must be provided. 6,2.8. Verge Verges are required between carriageway and property line not only to accommodate lighting columns, traffic 9

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tRC . 80-1983

signS, underground services etc., hut also to provid appropriate clearance to ensure proper vehicle placement and development of full carriageway capacity. Where road width is restricted, full

dth hctsseen carriageway and property line should be paved and used for pedestrian side~a1kjc~ cle track. Where possible, a minimum serge of I m width should he kept. They should be suitably le~elled, trimmed and provided with a crossfall of 5 per cent if tuifed and 3 per cent if cehbled or surface dressed - This should be increased if poles, kerb-height, or excessive crossfall discourage
~

i:arking close to the kerh and also sshere either parked vehicles frequently overlap on to the adjacent traffic lane or the parking lane is likely to be used as a peak hour traffic lane. 6.2.9. Parking lanes: Parking lanes may be provided on all sub-a rterials and collector streets in business and shopping areas. Parallel kerb parking should he preferred. Parking lane width for parallel parking should be 3 m which may be reduced to 2.5 m s~hereavailable space is limited. Where additional parking capacity is desired and sufficient carriageway width is available, angle parking may be adopted. 6.2.10. intersection. Busbays should be provided preferably by recessing the kerb to avoid conflict with moving traffic. The length of the recess
should be 15 m for single bus stop with increase of 15 m for each

Busbays :

Busbays should not be located too close

to intersections. It is desirable that they are located 75 m from the intersection on either side preferably on the farther side of the

extra bus for multiple bus stops. The taper should be desirably 8 but not less than 1: 6. The depth of the recess should be 4.5 m for single bus stop and 7 m for multiple bus stop. Suitable arrangement should be made for drainage of surface water from bushays. Sufficient footpath should be ensured behind the busbays. 6.2.11. Lay-byes : To enable drivers to stop clear of carriageway, lay-byes should be provided at intervals along long straight routes. They should always be provided near guide maps and other public conveniences to enable drWers to stop clear of carriageway. They should normally be 3 m wide and atleast 30 m long with 15 m end tapers on both sides. Suitable arrangements should be made for drainage of surface water from lay-byes. 10

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IRC : 86-19$3 7. KUB 7.1. It is desirable that roads in urban areas are provided with kerb~. 7.2. Kerbs may be barrier type, semi-barrier type or mountable type. Appropriate situations for use of each type is indicated below: (a) Barrier type : Built-up areas adjacent to footpaths with consi(Fig. 1(a)) derabie pedestrain traffic. (b) Semi-barrier type: On the periphery of the roadway where pedes(Fig. 1(b)) train traffic Is light and a barrier type could tend to reduce traffic capacity. (c) Mountable type Within the roadway at channelizatlon schemes, (FIg. 1(c)] medIans, outer separators and raised medians on bridges. 7.3. Each figure shows two varieties of each type of kerb with gutter and without gutter. Kerbs with gutter should always be used at drainage edges of pavements. 8. CAMBER 8.1, Camber or crossfall should be adopted as follows for Camber 2,5 to 3 per cent (1 in 40 to I in 33) 2 to 2.5 per cent (tin SOto 1 in 40) 1.7 to 2 per cent (1 in 60 to I in 50) straight sections Surfac. lyp. (I) (ravelled or WBM surface
(ii) Thin bituminous surfacing

(iii) High type bituminous surfacing or cement concrete surfacing.

8.2. Higher values of camber should be adopted in areas with high intensity of rainfall and where water is expected to pond in local depressions due to unequal settlement. Steeper camber should also be provided on kerbed pavements to minimise the spread of surface water flows. 83. For shoulders along unkerbed pavements, the crossfall should be of least 0.5 per cent steeper than the slope of pavement subject to minimum given below WBM surface 3 per cent Gravel surface 4 per cent Larth surface 5 ~.ercent ii

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I-

T
a

1.1,475

-.4~o ~-2CO

T~I
i_I

~T~zi
&l 2OR1T~

LJ

l.i~o1
(a) Barrier type

I~ L

(b) Semi~barriertype

(c) Mountable type All dimensions in millimetres

Fig. 1. Typical kerb sections

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IRC: 86-1983 8.4. adopted. For paved footpaths, crossfall of 3-4 per cent should be

8.5. For verges and unpaved areas, the crossfall should be 4-6 per cent. 8.6. Undivided carriageways should have a crown in the

middle and slope towards the edges. 8.7. Divided roads may have a single crowned section or separate crowned sections for each carriageway depending on requirenients of drainage and access to abutting property.
9. SIGHT DISTANCE

9.1. Stopping sight distance should be provided at all points on the road. Stopping sight distance is the total distance travelled by the driver from the time a danger is comprehended by him to the actual stop, i.e. the distance travelled during perception and brake reaction time plus the braking distance. For the purpose of measuring the stopping sight distance, the height of eye should be assumed as 1.2 m and height of object as 015 m.
The design values of sight distance are shown

Th Table 8.

T*st~8. SAFE Speed (km/h) 30

50

SToPPING

Sicpn~DISTANCE FOR VARious S~eens~ Safe stopping sight distance (metre) 30

60

60 80 *For other design speeds, see IRC 66-1976

80
120

9.2. On undivided roads, intermediate sight distance which is equal to twice the stopping distance should be provided where vehicles are permitted to cross the centre line. 9.3. Headlight Sight Distance

On valley curves, the design must ensure that the roadway ahead is illuminated during night travel by vehicle headlights for 13

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IRC: 86-1983
a sufficient ength which enables the vehicle to brake to a stop, if necessary. This is known as the headlight sight distance and is equal to the safe stopping distance. From safety considerations,

valley curves should be designed to provide for this visibility. For designing valley curves, the following criteria should be followed to ensure the headlight sight distance: (i) height of headlight above the road surface is 0.75 m; (ii) the useful beam of headlight is one degree upwards from the grade of the road; and (iii) the height of object is nil. 10. HORIZONTAL ALIGNMENT 10.1. In general, horizontal curves should consist of a circular portion flanked by spiral transitions at both ends. Design speed, superelevation and coefficient of side friction affect the
design of circular curves. superelevation.

Length of transition curves is deter-

mined on the basis of rate of change of centrifugal acceleration and Superelevatlon 10.2.1. DesIgn values: Superelevation required on horizontal curves should be calculated from the following formula. This assumes the centrifugal force corresponding to three-fourth the design speed is balanced by superelevation and rest counteracted by side friction:
where

10.2.

V. 22$R

V R

superelevation in metre per metre speed in km!h. and radius In metres

Superelevation obtained from the above expression should be limited to 7 per cent. However, on urban sections with frequent intersections, it will be desirable to limit the superelevation to 4 per cent for convenience in construction and for facilitating easy and safe turning movement of vehicles. Fig. 2 indicates the superelevations for various design speeds on this basis. 14

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IRC : 86-1983

0.01

006

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I
I

t.iiut iI~*, 5Jo~EtrvATio~

\~.
~

su.av*riow
V SPUD ii~

\-

g
UI
I

O~o4
U~

III

L_DCSJQA$L(

IPI
1.fl4IT

PG* e.O04

003

~:\\____..
\
~ ~.

0.02
~:-

IsO $I.uatu~1~CsI II$D II PUIV*IO ~ ~i. CM~R.5Ifl IS LISt TWNI Tilt WCSMtI. *t~IIltMT Ctb~I

0.0%

ZOO

400

~OO

800

(000

(200

1400

RADIUS (N ~TRES

Fig. 2. Superelevation for various design speeds

15

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IRC 86-1983

10.2.2, Radii beyond which no superelevation is required When the value of the superelevation obtained vide para 10.2.1 is less than the road camber, the normal cambered section should be continued on the curved portion without providing any superelevation. Table 9 shows the radii of horizontal curves for different camber rates beyond which superelevation will not be
required.
TAnLE

9.

RADII BEYOND WHICH SuPERELEvATION 15 NOT REQUIRED

30 50

130

370
540

160 450
640

200

550
800 1400

240 650
940

60
80

950

1100

1700

10.2.3. Methods of attaining supet-elevation : The normal cambered section of the road is changed into superelevated section in two stages. Fiyst stage is the removal of adverse camber in outer half of the pavement. In the second stage, superelevation is gradually built-up over the full width of the carriageway so that required superelevation is available at the beginning of the circular curve. There are three different methods for attaining the superelevation: (i) revolving p?vement about the centre line; (ii) revolving pavement about the inner edge; and (iii) revolving pavement about the outer edge. Plate 2 illustrates these methods diagrammatically. The small cross-sections at the bottom of each diagram
indicate the

pavement cross-slope condition at different points.

Each of the above methods is applicable under different conditions, Method (I) which involves least distortion of the pavement will be found suitable in most of the situations where there are no physical controls, and may be adopted in th the normal course. Method (ii) is preferable where the lower edge profile is a major control, eg. on account of drainage. Where overall appearance is the criterion, method (iii) is preferable since the outer edge profile which is most noticeable to drivers is not distorted. The superelevation should be attained gradually over the full length of the transition curve so that the design superelevation is

<<

16

IRC 86-1983 available at the starting point of the circular portion. Sketches in Plate 2 have been drawn on this basis. in cases where transition

curve cannot for some reason be provided, two-third superelevation may be attained on the straight section before start of the circular curve and the balance one.third on the curve. In developing the required superelevation, it should be ensured that the longitudinal slope of the pavement edge compared to the centerline (i.e. the rate of change of superelevation) is not steeper !han I in 150. When cross-drainage structures fall on a horizontal curve, their deck should be superelevated in the same manner as described above. 10.3. Minium Curve Radius Minimum radius of curve can be determined from the equation
R

127 (e+f)

where

V
=

vehicle speed in km/h superelevation ration in metre per metre

f = coefficient of side friction between vehicle tyres and pavement (taken as 015)
R
=

radius in metres

Based on this equation, minimum radii of horizontal curves for the different design speeds with maximum superelevation limited to 4 per cent and 7 per cent are given in Table 10.
TABLE

10.

MINIMuM RADII OF HORIZONTAL CuRvEs

1)esign speed kmh

Minimum radius (metre) when superelevation is limited to 7 per cent 4 per cent 40 105

30
50

30 90

60 80

130
230

150
265

17

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IRC :86-1983 10.4. Set-back Distance at Horizontal Curves

Physical obstructions on the inside of horizontal curves often restrict sight distance. Sight areas on horizontal curves should be such as to provide driver with sight distance equal to the design stopping distance on curve. Figure 3 indicates the minimum width of set back from obstructions to sight measured from centre line of innermcst lane. These values are only applicable when the length of arc of the curve is greater than the design stopping distance. For shorter lengths of curves, width of sight area should be checked by trial and error by assuming various positions of object and drivers on straight portions adjoining the curve, 10.5. Transition Curves

10.5.1. Transition curves are necessary for a vehicle to have smooth entry from a straight section into a circular curve. The transition curves also improve aesthetic appearance of the road besides permitting gradual application of the superelevation and extra widening of carriageway needed at the horizontal curves. Spiral curve should be used for this purpose.
10.5.2. Minimum length of the transition curve should be determined fromthe following two considerations and the larger of the two values adopted for design: (1) The rate of change of centrifugal acceleration should not cause .1 ~comforto drivers. From this consideration, the length of transit t~on curve is gIven by
0.0215 V~ where
V
= =

R
C

1en~thof transition in metres spe~ in km/h J radius of circular curve in metres

(subject to a maximum of 0.8 and minimum of 0.5)

(ii) The rate of change of superelevalion (i.e. the longitudinal grade developod at the pavement edge compared to through grade along the centre line) should be such as not ~o cause discomfort to travellers or to make the road appear unsightly. This rate of change
should not be steeper than I in 150. The formula for minimum length of transition on this basis with superelevation limited to 7 per

cent works out to

=

2.7 V~

18

<<

IRC : 86.1983
0 0

Cs

Cs I.

w
0

Cs

* z
0

a
C. U

IlJ

a.
U

Cs

P.
1-.

I-

z
0
F-.

0
CS

U 0

I-

U.,

~Cs

a
.4

.~

0.

.~

I~.

(s3~a~3vI) 3N~) 3du433 3Nv1 ~3NNl I~0~ij NOlJ.3fl~L$l0 HeiS 0.L 3~Nv.LStO )Iova~3s
19

<<

IRC : 86-1983

10.5.3. Having regard to the above considerations, the minimum transition lengths for different speeds and curve radii are given in Table IL
TAfiLE

11.

MtWIMUM TRANsrnON LENGTHS

Curve radius R

Design speed (kmfh) 30 50 60 80

(metre)

Transition lengthmetre 30 50
100 150 200 250 300

80 50 25
20

NA 70
45

NA
65

15
NR.

35
30 25

50
40 35

NA
85 75

400
500 600 800 1000

20 NR

25 20 20 NR

55
45

35 30 30

NANot applicable NRTransition not required 10.5.4. The elements of a combined circular and transition curves are illustrated Ifl Fig. 4. For deriving values of the individual elements like shift, tangent distance, apex distance ete. and working out coordinates to lay the curves in the field, it is convenient to use curve tables. For this, reference may be made to IRC: 38 Design Tables for Horizontal Curves for Highways. 10.6. WidenIng of Carriageway on Curves

10.6.1. At sharp horizontal curves, it is necessary to widen the carriageway to provide for safe passage of vehicles. The widening required has two components: (1) mechanical widening to compensate the extra width occupied by a vehicle on the curve due to tracking of the rear wheels, and (ii) psychological widening to permit 20

<<

IRC 86-l9~3
I.-

a.
-~
C C

-J -J

,_.

x
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I
Li
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z~
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Li
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0000
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PU~~

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cr...
00 10.
~fl ~P.-

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LiZ 04

WQ: 0~-

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~ I

U z CS Z Li .J ~ L~ ~

)C Li a. 4

U Z w .J

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.z~
Cs Cs
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2i

<<

IRC

86-1983

easy crossing of vehicles since vehicles in a lane tend to wander more on a curve than on a straight reach. (0.6.2, On two-lane or wider roads, it is necessary that both the above components should be fully catered for so that the lateral clearance between vehicles on curves is maintained equal to the clearance available on straights. Position of single-lane roads
however is somewhat different, since during crossing manoeuvres

outer wheels of vehicles have in any case to use the shoulders whether on the straight or on the curve. It is, therefore sufficient on single lane roads if only the mechanical component of widening is taken into account.

10.6.3. Based on the above considerations, the extra width of carriageway to be provided at horizontal curves on single and
two-lane roads is given in Table 12. For multi-lane roads, the pavement widening may he calculated by adding half the widening
for two-lane roads to each lane,
TABLE

12.

ExTRA Wmrit or PAvE~.trNTAT HoRIzoNTAL CURVES

Radius of Curve (m) Extra width (in) Two-lane Single-lane

Upto 20 21 to 40 41 to 60 61 to 100 101 to 300 above 300 1.5 0.6 1.2 0.6

1.5 0,9

0.9
Nil

0.6
Nil

Nil
Nil

10.6.4.

The widening should be effected by increasing the

width at an approximately uniform rate along the transition curve. The extra width should be continued over the full length of the circular curve. On curves having rio transition, widening should be achieved in the same way as the superelevation i.e. two-third

being attained on the straight Section before start of the curve and one-third on the curve, 10.6.5. The widening should be applied equally on both sides of the carriageway. However the widening should be provided
only on the inside when the curve is plain circular and has no

transition. 10.66. The extra widening may be attained by means of ofisets radial to the centre line. It should be ensured that the pavement edge tines are smooth and there is no apparent kink. 22

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LRC: 86-1983
11.

vI:RTICAL ALIGNMENT

11.1.

General

Vertical alignment in urban areas is governed by need to match building line and entrance line levels and levels of intersections and median openings. 11.1. Gradient

Most urban roads carry mixed traffic including slow moving vehicles like bicycles and animal hand carts. Besides this, urban roads generally have intersections at frequent intervals. In view of this, as a general rule, a gradient of 4 per cent should be considered the maximum for urban roads. On roads carrying predominantly slow moving traffic, however, the gradient should desirably not exceed 2 per cent. At intersections, the road should be as

near level as possible. As the urban roads are generally kerbed, it would be desirable
to ensure a minimum gradient as indicated in Table 13 for facilitat-

ing longitudinal drainage.

TABLE

13.

REcoMMENDED MINIMUM GRADIENTS

Gradient
l)esign Element

(per cent)

Desirable minimum
(per cent)

Absolute minimum

Kerbed Pavements

Side ditches (lined)

0.5 0.5

0.3 0.2

The desirable maximum gradients for pedestrain ramps and cycle tracks are as follows

Pedestrain ramps Cycle tracks 11.3. Vertical Curves

10 per cent 3 per cent

Vertical curves should be provided at all grade changes exceeding those indicated in Table 14. For satisfactory appearance, the minimum length should be as shown in Table 14 between 23

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IRC 86-1983 changing Lrade lines. The minimum lengths of vertical curves and maximum grade change without a vertical curve are shown in Table 14.
TABLE

14.

MINIMUM LENGTH OF

VERTICAL CURVES

Design speed (kmJh)

Maximum gra de change (per cent) not requiring a vertical curve 1.5 1.0 0.8 0.6

Minimum length of vertical curve (m)

30 50 60 80

15 30 40 50

11.4.

Summit Curves

Summit curves in urban areas should be designed for safe stopping sight distance and they should be coordinated with horizontal curvature. Broken-back profiles should be avoided and wherever possible, approaches to bridges less than 30 m width should be designed to fit a single vertical curve. Length of the summit curve should be calculated on the basis of the following formulae (i) When the length of the curve exceeds the required sight distance l,e. L Is greater than S
L
=

NS
-~

Where N = deviation angle, i.e. the grades L length of vertical curve in

S
=

algebraic difference between two metres

sight distance in metres.

(ii) When the length of the curve is less than the required sight distance I.e. L is less than S
L
=

2S

The minimum length of summit curves for stopping sight distance and various deviation angles have been calculated and given in Fig. 5. Summit curves shallbe less than that given in Table 2) and minimum length should not be square parabolas (y = ax 14. 24

<<

<<

1RC 86-1983 ii 5. Valley Curves

Valley curves on unlighted urban roads should be such that for night travel the headlight beam distance is the s~ as the me stopping sight distance. In accord rnce with this criterion, the length of the curve may be calculated as under fi) When the length of curve exceeds the sight distance
NS

L L50+0.035S

(ii) When the length of the curve is less than the requiied sight distance
L

The length of curves for various values of sight distance and deviation angles have heen calculated as per above formulae and given in Fig. 6, Valley curves on urban reads which are usually lit during the hours of darkness may he designed merely for vertical acceleration of 0.5 g for riding comfort and in that case minimum lengths given in Table 14 will suffice. 11,6. Co-ordination of Horizontal and Vertical Alignments

Horizontal and vertical alignments should not he designed independently. They complement each other and poorly designed corn bination can tnar the good points and aggravate the deficiencies of each. The design should be visualised in the perspective to achieve a flowing and pleasing view from the road. Following broad principles should be followed in alignment co-ordination:
ij) The degree of curvature should he in proper balance with the gradients. Straight alignment or flat horizontal curves at the

expense of steep or long grades, or excessive curvature in a road with flat grades, do not constitute balanced designs and should he avoided. iii) Vertical curve superimposed upon horizontal curve gives a pleasing
effect. As such the vertical and horizontal curves should coincide as far as possible and their lengths should be more or less equal. tf this is difficult to achieve for any reason, the horizontal curve should he somewhat longer than the vertical curve,

(iii) Sharp horizontal curves should he avoided at or near the apex of pronounced summitsag vertical curves from safety considerztions 26

<<

IRC

86-1983

it

a
2
S

a 3
S

x
0 2 ~1

t~EVI*T~ONANGLE-N

Fig. 6. Length of valley curve

27

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MC : $6-t9k3
12. CLEARANCES

Clearances are required to he provided for oserof vehicle tow ards obstruction by croasfall or superelevation of carriageway and for kerh shyness. Standards for lateral clearances for underpasses on urban roads are given in para 7 of IRC : 54~l974 Lateral and Vertical Clearances at Underpasses for Vehicular Traffic. The same are recommended between edge of carriageway and obstruction on
hanging loads and the tilting footpath, verge or central reserve. Where an obstruction is located on the inside of a bend, a greater clearance than that

12.1.

specified may be required to ensure that the sight distance is not lea. than the minimum. Broad standards for clearances are reproduced in paras 12.2. through 12.5. Underpass for Vehicles Lateral Clearances The lateral clearances from the edge of pavement should be as follows (a) Pavement without footpath
Minimum clearmnces from the edge of pavement Arterial and sub.arterial ... Im Collector and local streets ,.. 0.5 m

12.2.

(b) Pavement with footpath No extra clearance beyond the footpath is necessary. (c) Clearance on divided carr(ageway The left side clearances should be followed on the same lines as above, The right aide clearance to the face of any structure in the central median shall be as follows Arterial and sub~arteria1 I m from the edge of pavement Collector and local streets ,.. 0.5 m from the edge of pavement Vertical Clearsacs
...

Minimum vertical clearance on urban roads should be 5.5 m.

12.3.

Pedestrian Subway

The minimum Width of pedestran subway is 2.5 metres. The minimum vertical clearance over such subway is 2.5 m.

<<

28

mc
12.4. Cycle Subway for cycles is 2.5 m. The minimum width of underpass

The minimum vertical clearance for cycle tracks is 2,5 m, 12,5. CombIned Cycle and Pedestrian Subway The width of pedestrian-cum-cycle subway should be 5 m minimum for one-way traffic and 6,5 m for two-way traffic. The minimum height should be 2.5 m.

29

<<

JRC

86-1983

31

Plate 1
0

a:
3m rn 3m PRO~9StONFCJR LAP*~ m~~7.~rn SERVICE ROAD ROE TRACK SIO~WAL)( (a) ARTERIAL 44-Lone Divided I ~j~4m
-~

2rn4rn
*.

~ CARRIAGEWAY MEDIAN

-~-~

7.~m

7~5m ROAD

w-~2i,~f.-3rn

RESERVE

CA%~AGEWAY

RESERVE SERVICE

cYcL TRAcK
SIDEWALK C~tLE TRACK WALK

3:
~!______ ~_at ~

-~-

2rn-~

(d)
I
0
I

I 1
SIDEWALK~

~2m ~ CARRIAGEWAY LPARKING LANE

5m

7rn CA~IAGEWAY PARKING LANE

MEO~AN

t
~SI(XWALK

COLLECTOR STREET (2 L~n~)

~UNPAVED CYCLE TRACK CYCLE TRACPtJ

6~7.~H2rn~3m~

(b)
0

SUB

ARTERIAL WITH EXTRA 44-. Lone Divided)

PARKING

LANE

L
(e) LOCAL

3~j

CARRIAGEWAY SI DEWALK-~

STREET

WITH

SIDEWALK

25m2rn 2mIb3m~3m~f1* CARRIAGEWAY 7rn~si2rnk CARRIAGEWAY 7.5rn~rnj.-3m~~..-3m 4

L1,~PAVEO

MEDIAN

L~cLE TRACK

UNPAVEDJ CYCLE TPACK SIDE WALK~:

<<

LSIOE WALK

(CI

COLLECTOR STREET 44Lane Divided)

Notes: 1. These are only typical cross-sections. Right-of-way limits and individual elements of cross-section may vary according to needs and recommendations in para 6 of the Standard 2. Position of roadside trees and lighting poles etc. is not shown. These can be suitably fitted according to situations 3. For more details, reference may be made to IRC 69-1977.

TYPICAL CROSSSECTIONS OF URBAN ROADS

IRC -!ate B
HORUAL CAMBER
______

C
TRAN5tTION CURVE

0
-~

FULLY SUPEPELEVATED
CtRCULAR CURVE
______

TRANSITOW

CURVE

_~

FULLY SUPERELEVATED~

OUTER EDGE ~

OUTER EDGE OF PAVEMENT

CENTRELIHE OF PAVEMENT

CENTRELINE

OF PAV(MENT

INNER EDGE OF PAVEMENT

--~-~~----~-

~IMWLR

EDGE

LEVLL~

CENTRELINE

LEVEL.

A (0)

PAVEMENT REVOLVED ABOUT CENTRELtNE

(b) PAVEMENT REVOLVED ABOUT INNER EDGE

A NORMAL CAMBER

8 TRANSITION CURVE
________ ________

LEGEND
FULLY SUPERELEVATED CIRCULAR CURVE OUTER EDGE OF P*VC WENT CROSS SECTION AT CROSS CROSS CROSS
-

LANORMAL CAMBER

SECTION AT BaADVERSE CAMBER REMOVED SECTION AT CCSUPERCLVATION SECTION EQUAL TO ~A~BCR ACHIEVED

AT DDFULL SUPERELEVATION

CENTRELINE

OF PAVEMENT

NOTE
INNER EDGE OF PAVEMENT THE RATE OF CHANGE OF SUPERELEVATION (LONGITUDINAL SLOPE OF EDGE COMPARED TO CENTRELINE) SHOULD BE MINIMUM (IN ISO FOR ROADS IN PLAIN AND ROLLING TERRAIN AND I IN GO IN MOUNTAINOUS AND STEEP TERRA,N THE ACTUAL RATE USED WILL DETERMINE THE DISTANCES AB~BC AND CD

~~OUTEREOGtLEVEL

<<

PAVEMENT

REVOLVED ABOUT OUTER EDGE

SCHEMATIC DIAGRAMS SHOWING DIFFERENT METHODS OF ATTAINING SUPERELEVATION